Suzuki is one of those companies where conforming to the latest hype isn’t necessarily held in top priority. At least that’s the case with the DR-Z400S. We had plenty of time to evaluate the mid-size dual-sport before our riding season ran out, and if there’s one thing we discovered, the 2008 DR-Z is completely comfortable in its own skin.

Suzuki has been selling the DR-Z400 since 2000, and since then has developed a huge network of loyal customers. With the ultra-popular DR350 as a predecessor, the 400 has built on that success and continues to this day as a simple, effective dual-sport machine. The last time we tested a DR-Z400 was back in 2003, and the company was still offering a kickstart-only model. These days, Suzuki only offers the 400S (dual-sport) and 400SM (motard/DS), neither of which come with a foot-operated starter.

However, in this day and age of high-po/high-maintenance 450cc dual-sports, Suzuki has stuck with its winning formula of care-free DS fun in a manageable dirt-oriented package. We were glad to find that the Z400S is undeniably geared toward riders who spend more time off-road. For those that want to spend their time pounding pavement, that’s what the SM model is for.

Our 400S test bike came equipped with Dunlop 606 tires, which aren’t standard from the factory. But, since we fully intended to beat this thing on the trails, Suzuki was kind enough to mount up a set of the more aggressive DOT-legal knobbies. The 606s weren’t ideal for our first voyage which wound up including far more pavement than we anticipated.

The DR-Z isn't meant for long road trips along the highway, and the Dunlop 606 tires we spooned on aren't either. However, the 400S can handle it if you can.

After having suffering numb rear ends for the entire trip, we all agree that the Z400 suffers from an ailment we call the Yellow Seat Syndrome. Most Suzuki off-road bikes are uncomfortably hard in the saddle, including the Z’s bigger dual-sport brother, the DR650. From a street rider’s perspective, the DR-Z is miserable. “The seat is awful, truly awful,” sobs Madson.

But from a dirt vantage, the seat is actually very good; hard enough for aggressive riding but softer than a motocross platform, and the tank junction is fairly flat. Suzuki does offer a gel-seat ($175), but the purpose is to lower the standard 36.8-inch seat height, not make it easier on the cheeks. The beauty of a tall and hard saddle is that it forces a rider to stand up, and to ultimately look for terrain that requires more time on the pegs. The long reach to the ground makes in-town commuting difficult for shorter riders, but the benefits on the trail are marked along with the 11.8 inches of ground clearance. Ultimately this is a trail bike that can legally connect OHV systems.

“Tapping into reserve after 80 miles really limits the adventure,” cautions Madson. “It’s hard to enjoy the ride when you’re doing math in your head thinking, can I make it back, or will I be that guy. You know, the moron who gets stranded out in the woods and his family members are crying on the 6 o’clock news because search and rescue is still looking for him.”

Bear Camp Road is a blast, but we constantly wanted to leave the pavement and go exploring on the network of surrounding logging roads.

That was definitely on our mind during the first long stint on the DR-Z. We took it alongside our 650 machines on a trip to the coast via the infamous Bear Camp Road. We tried to stretch the 2.6-gallon tank further than intended on two occasions, and even though we had a throttle-happy lunatic in one instance and a reserved, eco-minded fuel Nazi in the other, they both had the engine cut out at exactly 81 miles. Switching to reserve, we only stretched our luck as far as 92 total miles before filling up. Throughout our testing we averaged 49 mpg, compared to the EPA-rated 65 mpg.

As long as we treated the DR-Z appropriately, there’s nothing we really didn’t like. At 317 pounds ready to go, it’s not a featherweight, but the bike handles itself well in any situation so long as it isn’t being run at race pace. The steel backbone frame uses an aluminum subframe and is supported by adjustable suspension. The fork offers increments for rebound and compression while the shock can dial in preload and high/low-speed compression.

It's possible to man-handle the Suzuki, but at 317 pounds it takes some effort at times.

We had a series of testers rotating across the seat, and for the most part it was comfortable with stock settings. We did increase compression on both ends a bit for heavier off-road, but absorption of pavement obstacles was better in softer form. Our dirt specialist had no problem with that, but the pavement-loving dual-sporters in our group admitted that they might prefer a bigger, more comfortable machine. That was a justifiable argument for our outing to the coast, but when we signed up with OMA-KTM for one of their guided tours, the Suzuki was finally in its element.

Our local area is riddled with logging and access roads that range from level of maintenance. Our guides know the ins and outs of the terrain and our three days saw about 50 miles of pavement. We would be camping for this three-day trip and so a set of Diamond Back Dual Sport saddlebags was bolted on and packed to the gills. The steel-plated hard cases and mounting bracket added 21 pounds alone, plus all our clothes, supplies and camera equipment. We quickly found that some extra preload was necessary to get the bike back into normal handling characteristics. Obviously the extra weight and width slowed us down on the trail, but the Suzuki plodded along without complaint.

The DOHC motor keeps things interesting but aftermarket companies have developed tons of product to boost performance.

We abused the clutch much more with the additional weight and finesse required in tight sections, but it showed little fade and the pull is reasonable. Gearing is pretty short which is helpful for technical riding and comforting for novice riders. However, we felt bad wringing out the DOHC, dry sump motor in long fifth-gear stints. Without sixth gear and any fairing or wind protection, we rarely pushed the bike past 75 mph even though it’s capable of more. Zipping through town was easy but requires a fair amount of shifting. The motor is strong enough to pull second-gear launches and we easily holeshot autos, busting moves in and out of traffic with confidence.

The motor is a little cold blooded. Carburetion from the 36mm Mikuni suffers a burble off the bottom which is exacerbated if not allowed to warm up fully. However, starting is simple with a key, ignition switch and thumb starter. When we did stall, the electric system was flawless and got us moving instantly.

Suzuki technicians told us that the 2008 model got a stronger spring for the automatic cam adjuster, but we still heard plenty of rattle as the chain stretched over time. As the amount of slack builds, so does the intensity of noise before the auto adjust does its job and finally kicks in. That was actually the biggest issue we had with the DR-Z. We were concerned, but never noticed any ill effects. Manual adjustment is an aftermarket option, but who wants to deal with that?

Eight years of refinement have created a solid DS platform.

Aside from that the motor was excellent. As accustomed as we are to rip-snorting motocross and enduro bikes, and even some wicked middle-weight dual-sports, the DR-Z still provides enough to be effective and evoke grins. With 31 horsepower and 23 lb-ft of torque, the liquid-cooled mill puts its 90mm bore and 62.6mm stroke to good use. As much as the motor and gearing can dish out, the brakes can give right back. A 250mm disc up front uses a dual-piston caliper for grip and the 220mm out back is pinched by a single-piston.

Suzuki has done a good job of rounding this bike out for its intended uses. The dual mirrors are usable but inoffensive on the trail, signals and lights offer safe amounts of visibility and all the controls are simple to use. The DR-Z comes with one of the better computer displays in that it’s simple to navigate the options, easily read and has all the necessary functions (speedometer, odometer, twin-trip meters with addition/subtraction capability, clock, timer and stopwatch functions). It also features lightweight engine protection on both sides, underneath and a rear disc guard, and has a quick-access airbox. The only thing we’d like to see are rim locks for the 18- and 21-inch aluminum. We think it’s capable of some pretty serious off-roading with a willing rider, so we would like to see them included.

This could just as easily be a curb at the local shopping center. The DR-Z is popular for lots of reasons.

With demand for affordable, versatile transportation at a premium, Suzuki has done well to leave the DR-Z400S alone. There’s really no reason to start changing things around when the current model is so well-liked and suitable to a huge demographic of riders. So it isn’t the most powerful bike on the planet, but who cares? There’s something even more enjoyable in riding a bike to its limits which is entirely possible with the 400S. It’s been nearly a decade since the first 400 was introduced and the aftermarket industry hasn’t been lollygagging. Cult followings of enthusiasts and a strong support network give even more intrinsic value to an already attractive machine. At the same time, for only $5599, Suzuki delivers a package that can blend, meld and hold its own in more situations than most.

mrgem
February 28, 2011 09:33 AM
I own 2 DR-Z400s, an 08 S model (as featured in this article) and an 01 Kicker.

Cons? The S is HEAVY and TALL. At 5'9" with only a 31-inch inseam, getting a leg down in the technical stuff were I ride most of the time here in CO (Read: ROCKS) it was tough to control a 320-lb bike. I crashed - alot -- at speeds lower than 5 mph typically - until I got a set of adjustable lowering links and dropped the fork tubes as far as they'd go. The factory "Death Wing" tires are better suited to a cruiser rather than a dual sport. The seat, is, ahem, just a nod in the direction of comfort. It is like straddling a 2x6. The factory water pump impeller shaft leaks on all these bikes after some miles (had to fix the Kicker's -- an easy and cheap job). Also, the steering geometry on these bikes is such that in limited traction situations the front end likes to slip 'n slide around quite a bit. An agressive knobby up front helps, but the real fix would be a steering stabilizer, I'd bet. The factory doesn't protect the radiators or the case all that well. Be prepared to buy some aftermarket guards.

Pros? Great power right out of the box, excellent reliability, and a pretty darned good suspension. Not a motocrosser, but a very capable dual sport -- with a bias towards off-road (despite the liabilities mentioned above). With the right accessories and stripping of unnecessary factory hardware, these bikes are a helluva lotta fun.

Be prepared to go shopping. This is what I've changes so far on the S (the kicker is still stock):Gel SeatRadiator GuardsCase Guard (did I mention that I ride rocks?)Hand GuardsEnduro Mirrors (not very functional, but light and legal)REAL DOT-KnobbiesAdjustable lowering links

big red
-the best bike
December 10, 2010 01:26 AM
i reken the drz is more trale riding then eney think but i love it i have a 2008 drz 400e it has been the best bike i have had

Ryan D
-Sh*t ton of Fun
August 22, 2010 04:36 PM
I just picked up an un-molested 2002 DRZ400s. I can't get off of it. I have raced MX most of my life an this is no Mx-er but wow!!! Every time I walk in the house I head right back out for another ride. I can see some mods in the future but I love it. I'll be leaving the Harley in the garage for awhile.

mark
-2000 drz400s
July 14, 2010 01:55 PM
Stole this bike used in 2002 with 600 miles on it for $2100. The bike was like new and had never been down. It replaced a klr 650. The drz-400 is everything I thought I was getting with the kaw. The drz beats the kaw hands down. This bike handles like a dream and if you can ride you can push it to it's limits. I passed a group of harleys on the freeway, you should have seen the look on their faces!

Tanner
-Off Road and Touring
December 20, 2009 11:30 AM
Most dual sport long distance tourers don't tour that often. Got bills to pay and jobs. So spend a grand or more and get the DRZ set up for 80%/20% slab/dirt with large tank, touring seat, panniers, GPS, SPOT, 12V relay/fuse box/outlets, fairing, etc, THEN switch over to stock tank, stock seat and such for all your local trail and berm buster rides. Got the best of both worlds.

Bop Beep Bow
-Best Bang For The $
November 13, 2009 07:22 AM
For the money and the versatility you can't beat it. Most fun to ride! Street to dirt and back, come on, awesome! I like to ride it as much as my Valk!

fatxmxr
-nice bike
July 29, 2009 10:20 PM
sold my 99yz400f to get a 05 DRZ400 love it. Got tired of stopping next to a rock with the yz just to be able to be high enough to start it, and then kick it 41 times. Got my DRZ down to 300lbs wet just by taking off rear pegs front fender reflecter bracket,put on a fmf pipe and took off anything else i could do without its not a race bike but perfect for old fat guys

Bajabob
-Kickstarter for the DRZ
April 11, 2009 01:12 AM
Hey, you can purchase the kicker kit for $175 and never have to worry about a dead battery ever again. The bike is reliable as a stone, weighs a ton and is probably the best dual purpose bike for the money out there. Plenty of power, handles somewhat decent (probably have to fork out money for springs, revalve if you're over 175 pounds). Been to Baja a few times and the woods and local forest and thrashed it mercilessly and it started every morning. I'm keeping mine for life (yes, my kids will probably inherit this bike).

Bert
-Good bike
March 28, 2009 11:27 PM
I sold the 650 for the 400, very happy with the decision. mostly street commute but when off roading the drz is much better. best mod. so far Rick Mayer seat and windscreen. perfect bike.

Daniel
-Pillion riding
March 27, 2009 12:05 PM
I ride alot with my Dad as a pillion on his DR-Z 400 and I have learned ove time that if you ride as a pillion for over a 100 miles your arse gets destroyed, by far not the most comfortable bike as a pillion, but a brilliant bike nonetheless.

JJ
-DRs
March 6, 2009 02:45 PM
I own both a DR650ES and a DR-Z400E. And I can say wothout a doubt the 400 is the better bike off road. I cannot believe this is an issue. I have also had a 99 KLR650 and an01 XR650L and I like the Suzuki best especially with the gel seat. My opinion only. Good riding.

PeteNfla
-DRZ400sm
February 8, 2009 05:13 PM
Yeah, you guys really need to ride the DRZ400sm. This article suggests the DRZ is a really well rounded dual sport, and I agree with that. It does most everything very well, and yes, the seat isn't all that comfortable for extended trips on the pavement. Have any of you guys or girls ever riden a late model KLX250s? As far as uncomfortable seats go, the KLX wins that trophy! Sure, the DRZ400 doesn't have a large fuel tank, but it yields pretty decent mileage. Going on a 80 or 90 mile ride in the woods is one helluva long excursion without a fuel stop. For those that need a longer range solution, there are a number of after-market fuel tanks that work on the DRZ. Yep, this bike is "pretty close" to perfect. I've got the SM version, and its a BLAST! Talk about a little corner carver!!!

killerdwarf
-DR650 over the DR-Z
February 4, 2009 07:17 AM
Like Goebz said, come over to thumpertalk and see if everyone is migrating to the 650-not! The members that own both say the DR650 is better only if your riding long distance highway(adv touring), other wise the DRZ is superior. I bought mine new in 2000 and still loving it!

McAttk
-Just Love It!
February 1, 2009 03:38 PM
My 06' Z has over 8k on it and it has never let me down. About $1000 extra into it. I did the OBDR trail #5 with a KTM and a Husky and it stood up to their best. 1 day from Walla Walla to CA was tough, but the Z kept humming! I have a Wide Glide, but I never rode it for 6 straight days. p.s., I added a kick to it for just over $200. Most fun bike I've ever owned.

Goebz From Thumpertalk.com
-DRZ 400S
January 23, 2009 03:51 PM
Can you guys read? "Only a Kickstart model"..."The last time we tested a DR-Z400 was back in 2003, and the company was still offering a kickstart-only model." HELLO? "DRZ400S still flawed" compared to what? An XR 650L? Have you ridden one of those lately? What a PIG! and air cooled. "Even a brief look at the forums will also show a continuous migration of 400S owners to the DR650, a bike that after some suspension mods is just as capable offroad as the 400S" WHAT forums are YOU reading? its more the exact opposite. THe 400 is MUCH MORE CAPABLE than the 650, on and off road that's what the forums I read say.(BTW the 650 is still air cooled also) As for the DR650 far superior? You're nuts, you admit yourself its havier and has worse suspension. Come to Ohio and ride my DRZ I'll prove it."So where is the EFI 450 model?" THey have been selling them in Europe with such limited success they have pulled them from the web. Everybody dreams of a 450efi dual sport but try to ride that on the superslab for 2 hours - forget it. I'd rather ride a chainsaw. Most fun bike I've owned.Right on, most fun I've ever ridden period and dont forget $5599 - try a getting KAW, Husq or KTM for that!
Seriously, I looked at EVERY AVAILABLE DUALSPORT and even several professional conversions, the DRZ400S was the best value at almost twice the price. MIne has 5k on it now, I have a full SM setup and everyone who has ridden it has fallen love with it. It isn't PREFECT, but then there has been only one who was, and he changed history.

roberto torrezo
-thinkin
January 18, 2009 09:15 AM
yeah man this bike is so sh'nice lol.. im 17 really been thinkin of getting a bike first for a long time now. im getting my motorcycle endorsement so i can legally ride my scooter hahaha.. its a honda ruckus by the way.. im thinkin of gettin either a sport bike or dual.. if dual im deffinitely goib for this or the sm

Mark 42
-Most fun bike I've owned.
January 1, 2009 06:48 PM
I love mine (2002 DRZ400s)
It's so effortless to ride. After a liter bike, a Katana 600,
and sharing my garage with a Ural Gear-Up - it feels like a
motorized mountain bike. Even with a few shortcomings, it is
a fantastic bike.
I would like a more comfortable seat - as would most owners.
Why not offer an optional off-road seat?
Cam Chain tensioner is a famous issue. Needs to be solved.
Six speeds is now the standard, and should be updated to.
Removing the carb is way too complex - but worth the effort to do the 3x3 mod and re-jet (James Dean kit with a full FMF exhaust).
The extended fuel mixture screw and allen head float bowl screws
should be standard on all bikes.
The Chain Slider (on the front of the swingarm) gets eaten up regularly - there must be a way to improve that. Chain slap seems to be the issue.
I use it as a commuter bike except in ice and snow (that's what the Ural is for) - yet when my son gets his first dirt bike I will be able
to take it out and accompany him while he is learning the skills of off road riding - and maybe even his first couple of years I'll be able to keep up on the DRZ!
A great bike which could be even greater by incorporating customer feedback.

DRMANIA
-ONE OF THE GREATEST!
December 29, 2008 09:26 PM
8 years in the making, hard to believe. Had my Doctor Z for 2 amazing years, before it got stolen...stock engine and suspension, had almost 50K miles on it, nothing but regular maintenance. That bike would have been in a sandy FL motocross track one weekend, and chasing sportbikes in Deals Gap the next one- u will not do it on any other dual sport in a better way, trust me (had a 650 too, and I'm a certified tech). People always want better, newer bla bla bla. The fact is, Suzuki still sell allot of DRZ's, with no R&D,while no other brand offer such a versatile while reliable platform. I think it's called "business"...when it works, it works.

Rich
-So where is the EFI 450 model?
December 29, 2008 06:45 AM
This model while very good in 2000, has seen it's best days go by. Now it's time to throw some tech it's way and give it a new lease on the next decade. So I'd like to suggest that the cc's get pumped up to 450, and because it already has an excellent charging system, how about a real EFI system too?

Gian
-in Europe... no more :-((
December 29, 2008 06:28 AM
I had a DRZ400S and then sold it for an E. Never had big hassles with the S seat, at least up to 400km a day. The only BIG Suzuki mistake was the 5 speed instead of 6, with a 6th would b the perfect dual-sport. Now they are not selling it anymore in Europe because of the Euro 3 / Euro 4 emission standards. A pity as I see the 400 Quad has now fuel injection, so it could easily pass these standards. Here there are voices about a new Suzuki 450 Enduro, but I fear will be a sort of Honda CRF-X, no more a dual sport...

thewall
-Tough crowd...
December 28, 2008 08:10 PM
The nice thing about the DRZ400S is it is a great platform from which you can build the bike you want. It's cheap enough that if you dump another grand into it to make it more touring worthy or more dirt worthy you still will have put less into it than if Suzuki made the updates themselves (so long as you can do some very basic wrenching). If you put some big fat soft seat on it and large tank the guys who like it for more technical off-road riding won't like it...don't do that and the guys who want more distance miles comfort on it won't like it. You can't make one bike fit all but the DRZ400S is a great bike to make into the bike you want it to be without much invested. Like JC said, you would you rather Suzuki update it with certain parts and make it cost $7000 and then strip it down to the bike you want or make it cost $5600 and build it up to the bike you want?

Randy
-Your serious?
December 27, 2008 04:42 PM
Aside from blightly sounding like you are dictating how someone should ride their 400S, you are out of touch with the typical "loyal" 400S customer. There are thousands upon thousands of forum posts concerning the short-comings of this bike, seat included. Even a brief look at the forums will also show a continuous migration of 400S owners to the DR650, a bike that after some suspension mods is just as capable offroad as the 400S, and way better onroad because of the wide ratio 5 speed. I rode my DRZ400S many thousands of offroad desert miles throughout California and Nevada, and most of those miles was with the excellent and comfortable Corbin seat. Now I ride a DR650 in the same sand washes and rock gardens. Yes, the suspension isn't as good, and it's a little heavier (though less top heavy), but it's far superior in most other respects (with a Corbin also. I suppose it's a little too subtle for your review to ponder why Suzuki has too weirdly flawed bikes. Why, for example, couldn't the DRZ400S forks be on the DR650 too? (It's a popular swap). Why couldn't the 400S have a wider ratio trans? And WHY, OH GOD WHY, couldn't each bike have a decent seat?

JC
-Butt-hurt
December 25, 2008 06:01 PM
We said this bike is primarily a trail bike. And since it is, and since we tend to ride bikes capable, like this one, on pretty serious trails, we stand up a lot. Read our 650 test and you'll see some bitching about the DR's seat there, because it isn't designed for stand-up riding. If you want a couch cushion, ride a KLR, and when you get stuck in a hole, like the guy on our video, you can sit and ponder the seat dilemma until someone comes along to push you out.
I wouldn't mind seeing a sixth gear, but in most cases it's primarily an overdrive, and the lower gear ratios change little if any. Without any wind protection and the fear of having a sore ass if we sit for too long, there doesn't seem to be a dying pressure to go faster, longer. This isn't a touring bike.
I do agree that the tensioner issue is ridiculous. This bike could be ultra bad-ass if Suzuki dumped resources into it, but then we'd all have to pay $7K to get one.

Randy
-DRZ400S still flawed
December 25, 2008 10:25 AM
"With demand for affordable, versatile transportation at a premium, Suzuki has done well to leave the DR-Z400S alone." WRONG!!!! Why apologize for Suzuki's shortcomings? Suzuki should have updated the trans to a 6 speed (or at least a wider spread 5 speed), fixed the niggling engine/trans problems once and for all, and put a bigger tank and a more reasonable seat on it! Years ago. Suzuki has done essentially NOTHING to improve this bike compared to the 2003 I owned. Those simple changes would make it a far more versatile and enjoyable dualsport. AS IT IS, most committed 400S owners end up sinking another $1,000 into a larger tank, a Corbin or similar seat, real engine and radiator guards. Your rationalization about the seat is ridiculous - almost all 400S owners would give up a little "MX" functionality for a comfortable seat. Just to illustrates Suzuki's idiotic approach, essentially the same seat is provided on the DR650, a bike with absolutely no "MX" pretensions. The 400S "MX" seat was born from marketing hype, and in spite of years of negative customer feedback the same dismal crap turns up year after year.

Gerrit-Jan
-easy tuning!
December 24, 2008 11:08 PM
Try the header of the DR400E and the stage 2 kit and open up the airbox to E standards. You'll be surprised! Plenty more power for your machine.
Christmas Greeting from the Netherlands!

gaj
-Why test this bike...
December 24, 2008 12:40 PM
for the second time since 2003, largely unchanged, and not test the DRZ400SM?
With a stage 2 kit and using mostly full throttle I can't get less than 50mpg, which is less than I could get stock.
Was there something wrong with this bike or was it just not broken in?
Perhaps pit the SM vs. the Ninja 250 as an "entry bike" test...even though it is a super fun for those of us who have ridden for decades.
My liter bike gets ridden less and less since I bought the SM.
Grin machine.

JC
-Kickstart-only
December 24, 2008 09:15 AM
Back then Suzuki offered a "kickstart-only" model in addition to the electric version - not only a kickstart.

Matt Tully
-Electric start on DRZ4002
December 24, 2008 08:49 AM
you mention in this article that the last time you tested the DRZ was in 2003 when Suz only offered kickstart. However, I have a 2002 S model with electric start only...